Nissan Rogue Transmission Recall: Covered Fixes & Hidden Gaps

The Rogue bucks, hesitates, then locks into limp mode. Sounds like a recall, right? Except Nissan never issued one, despite waves of CVT failures and a flood of lawsuits.

Transmission trouble is real, overheating, shuddering, even full-on failure, but Nissan’s dodged a blanket recall. Instead, it leaned on quiet warranty extensions, legal settlements, and scattered fixes. Engine and sensor recalls only add to the confusion, making it seem like the CVT’s been addressed when it hasn’t.

This guide clears it up. Which years got extended coverage. What isn’t a recall. How the failures show up. And how to keep the fix from draining your wallet.

1. Why “recall” doesn’t tell the full story on Rogue CVT failures

A real recall means zero debate

A safety recall is the top-level fix. NHTSA steps in. The automaker admits a safety defect. Every affected VIN gets repaired, free, no matter the mileage. No dealer runaround. No loopholes. That’s why owners fight for it. It’s the only fix with guaranteed coverage.

A TSB is a quiet internal play

A Technical Service Bulletin (TSB) is dealer-only guidance. Nissan flags a known issue, “If you see this code, follow this chart”, but doesn’t admit fault.

If your Rogue’s still under warranty, you might get a free fix. If not, you’ll pay out of pocket, even when the failure matches the TSB word for word. That catches a lot of people off guard.

Settlements and extensions come from courtrooms, not regulators

Class-action lawsuits forced Nissan’s hand. Deals like Stringer v. Nissan extended Rogue CVT coverage to 84 months or 84,000 miles and reimbursed past repairs, if you filed in time. But if your VIN wasn’t included or you missed the claim window, you got nothing.

The hard line: no CVT recall ever landed

In 15+ years of complaints, there’s never been a government recall on Rogue CVTs. Just warranty extensions, class-action payouts, and scattered TSBs. Meanwhile, big recalls, like the 2021–2024 engine defect affecting 444,000 Rogues, blur the picture. Many think the CVT was included. It wasn’t.

How Nissan’s fixes actually compare

Attribute	Safety Recall (NHTSA)	Technical Service Bulletin (TSB)	Class-Action Settlement / Warranty Extension
Trigger	Safety defect or compliance failure	Known issue, not safety-critical	Litigation outcome or Nissan concession
Who pays	Always free, any age/miles	Free only if under warranty	As terms specify (free repair or reimbursement)
Scope	Every affected VIN	Dealer guidance, VIN-agnostic	Defined years, models, VIN range
Where to check	NHTSA VIN lookup	Dealer service portal	Settlement website or mailed notices

2. Which Rogue years failed, and what Nissan actually did

2008–2010: Early failures brought a quiet warranty stretch

First-gen Rogues with Jatco CVTs racked up complaints. Nissan extended CVT warranties to 10 years or 120,000 miles for many 2003–2010 models, covering early Rogues without ever calling it a recall. That extension’s now mostly expired, but it set the tone: admit the pain without admitting a defect.

2014–2018: Lawsuits forced Nissan’s next move

Shuddering, overheating, limp mode, same problems, newer Rogues. A class action led to the Stringer v. Nissan settlement: 84-month/84 000-mile coverage for CVT and ATCU, plus reimbursement if you filed properly.

Nissan denied fault, the court approved the deal, and benefits had strict paper trails. If you’re in this window, double-check eligibility and gather your proof.

2019–present: Complaints keep piling up, no CVT recall

Issues continued on 2019+ Rogues and 2017–2022 Rogue Sports. A new class action targets these years, citing CVT shake and failure. It’s still pending. There’s no recall yet, just mounting pressure. Owners in this range should start tracking symptoms now.

The 444,000-vehicle recall that fooled everyone

In 2025, Nissan recalled hundreds of thousands of 2021–2024 Rogues for engine bearing defects, not transmissions. Dealers inspect for metal in the oil pan and replace engines if needed. There’s talk of a 10-year/120 000-mile extension on engine coverage. Helpful fix, but unrelated to the CVT.

TSBs keep circling the transmission drain

Over the years, Nissan issued dozens of CVT-related TSBs. Codes like P17F0 and P17F1 trigger internal repairs or full CVT replacements if debris or judder show up.

Others, P0746, P0776, P0841, target pressure, and ratio faults. These help techs diagnose, but outside warranty, you’re still on the hook.

Model-year matrix of CVT actions

Model Years	What Actually Happened	Owner Takeaway
2008–2010	Broad CVT warranty extension to 10 yrs / 120,000 miles (now mostly expired)	Check historical coverage. If the failure’s recent and miles are low, ask for goodwill.
2014–2018	Stringer settlement: CVT and ATCU covered for 84 months / 84,000 miles, with reimbursement	Confirm eligibility. File proof quickly. Push your dealer to follow the settlement process.
2019–2022 Rogue, 2017–2022 Rogue Sport	Pending class action, no global CVT recall	Document everything. Save dealer records. Track the case; it may unlock future coverage.
2021–2024	Large engine recall (not CVT): bearing inspection, engine repairs	Run your VIN. Schedule inspection if flagged. Don’t expect CVT coverage under this campaign.

3. What actually fails, and how your Rogue gives it away

The early warnings before it quits

Heat builds. Power drops. The Rogue slumps into limp mode. That’s the CVT’s protection kicking in, pulling power to avoid self-destruction.

Other signs creep in earlier: shudder off the line, vibrations under light throttle, sluggish acceleration, and a rising whine that tracks with speed. Techs catch it by checking CVT fluid temp “counts,” which show when the system’s been forced into safe mode.

What breaks inside the transmission

A steel belt rides between two variable pulleys. They hate heat and low pressure. As the sheaves wear and belt starts to slip, metal sheds into the fluid and makes the judder worse.

If the oil pump’s flow-control valve wears out, pressure drops even more, and the CVT can’t grip the belt. Ratio control goes sloppy. Bearings grind. The whine grows louder. Debris builds in the pan. Eventually, it all snowballs.

What the codes actually mean

Nissan’s own bulletins map out the failure path. P17F0 and P17F1 point to belt slip and trigger a deep dive: valve body removal, chain inspection, and full teardown if metal is found.

Pressure and ratio issues bring P0746, P0776, P0841, sometimes paired with clutch pressure codes like P2857–P285A. Many service bulletins require dealers to verify temp “counts” and, when needed, install or flush the external cooler kit.

If the cooler fails, everything else follows

Nissan issued full instructions to add or service the CVT cooler, clamp positions, torque specs, everything. The right fluid is mandatory (NS-series only), and any time the valve body or transmission is replaced, the cooler gets flushed.

Skip this, and the new parts cook fast. That cooler isn’t optional; it’s what keeps you from buying the same repair twice.

Symptom to cause to code to fix

Symptom	Likely Root Cause	Codes	Typical Fix
Limp mode after grade or heat	CVT fluid temp spike	Temp “counts” elevated, often no hard DTC	Check counts, confirm cooler function, install or flush cooler kit, verify fluid type
Shudder on takeoff or light throttle	Belt slip, metal in fluid	P17F0, P17F1	TCM update, pan pull, debris check, valve body removal, internal repair, or full replacement
Delayed or weak acceleration	Low line pressure, worn valve	P0746, P0776, P0841	Valve body check, pump service, replace unit if pressure drops persist
Rising whine or hum	Bearing/sheave wear, fluid contamination	P2857–P285A (plus judder codes)	Bearing/pulley service, if possible, full CVT swap in most cases

4. The factory memos that decide your repair

Nissan’s limp mode logic in black and white

The bulletin titled “Reduced Performance due to CVT Fluid Temp Protect Logic” lays it out. When temps spike, the TCM pulls power.

The fix? Add an air-to-fluid cooler, exact hose routes, clamp specs, even torque values are listed. If your Rogue overheats in traffic or on hills, this bulletin is the blueprint. And if the dealer installs it wrong, that’s on them.

The shudder checklist tied to P17F0/P17F1

Nissan’s repair tree walks techs through every step: pull the pan, check for debris, remove the control valve, inspect the belt. If there’s metal or slip marks, it escalates fast, internal rebuild or full CVT replacement.

But without the right codes, the bulletin doesn’t apply. Make sure both your complaint and the stored codes are on the RO.

Early Rogue? Then “counts” and cooler kit matter

For 2008–2013 models, Nissan tied repairs to CVT temp “A” and “B” counts. If counts hit 24 or more, replace the CVT. If they’re lower, replace the valve body, but in both cases, install the cooler kit. The bulletin also demands screenshots for pre-approval. Without that proof in your file, expect a coverage fight.

Pressure codes mean valve body checks

Codes like P0746, P0776, and P0841 send techs into pressure testing. Nissan’s later bulletins pair these codes with valve body inspections and a TCM reflash once repairs are done. That update helps detect issues, but it won’t undo mechanical wear. If pressure still drops, the CVT gets replaced.

5. Beat the Rogue CVT trap, without burning $6,000

Run your VIN with precision

Use both tools. First, check NHTSA’s recall lookup for any open safety campaigns tied to your Rogue. Then hit Nissan’s VIN portal to see brand-specific recalls and status. This is where you’ll spot the 2021–2024 engine recall; it’s completely separate from CVT coverage.

Match your model to the program

Own a 2014–2018 Rogue? Check if you qualify for the Stringer settlement, CVT, and ATCU coverage up to 84 months or 84,000 miles, with reimbursement if you filed on time.

For 2019–2022 Rogues or 2017–2022 Rogue Sport, track the pending CVT class action and start documenting everything now. If you’re in the 2008–2010 range, those warranty extensions are mostly done, ask for goodwill, but bring receipts and records.

Speak Nissan’s language at the counter

Don’t say “my transmission’s weird.” Say: judder on take-off, overheats, then goes limp, or delayed ratio change. Ask them to scan and document P17F0, P17F1, P0746, P0776, or P0841.

Request pan photos showing metal, and a screenshot of CVT temp “counts.” Those details tie your case to the factory flowcharts, not guesswork.

Build a paper trail they can’t brush off

Do it in order:

1. Print your VIN reports from NHTSA and Nissan.

2. Save phone videos showing the shudder or limp mode.

3. Keep freeze-frame data and all service records.

4. Make sure your file includes the TCM reflash part number, pan photos, and count screenshots.

Without those, you’re stuck arguing opinion. With them, you’re holding policy.

Use Nissan’s rules, not the shop’s guess

If they push back, point directly to the factory TSBs. Judder with debris plus P17F0/P17F1 means valve body work or full CVT swap. Pressure faults like P0746, P0776, or P0841 send them into valve and pump testing.

For heat complaints, cite the bulletin on CVT Fluid Temp Protect Logic and the cooler install guide. Don’t settle for vague advice, demand the fix the bulletin outlines.

If they say “not covered,” escalate

Call Nissan Consumer Affairs and open a case. Submit your documentation. If you’re just past the warranty limit and have a service history, ask for goodwill coverage.

If the car is grounded or has repeat CVT failures, go to Nissan’s lemon-law contact page and send formal notice. Keep it factual; your documentation does the talking.

6. What the bill looks like when it’s yours to pay

Covered repairs under Stringer

If your 2014–2018 Rogue qualifies, CVT and ATCU repairs are free inside the coverage window. Paid out of pocket already? Nissan reimburses 100% if the dealer did the work, or up to $5,000 if it was an independent shop.

Two or more qualifying repairs unlock a $1,000 new-car voucher, but you have to pick: voucher or reimbursement, not both.

Out-of-pocket? Here’s what real owners paid

A full CVT replacement usually costs $5,700 to $7,500. National averages land between $5,700–$6,259, while a 2023 Rogue ranges from $6,973–$7,497. Real invoices show a spread from the mid-$4,000s to low $6,000s. Taxes and dealer markups push it higher.

Partial repairs that still sting

Valve body and pressure fixes often start near $1,000 and rise fast, especially once fluid, seals, and TCM programming get added. If pressure drops after repair, you’re right back to full CVT replacement.

Don’t ignore the cooler, it’s cheaper than another CVT

When not covered, an external cooler install runs $966–$1,344. Nissan’s bulletins tie cooler installs to overheat events and early temp count spikes. If your fix calls for one, do it. Skip it, and the next CVT won’t last either.

What owners actually pay when coverage is gone

Repair Path	What It Includes	Typical Price Range	Notes
Complete CVT assembly	Reman/new CVT, programming, fluids	$5,700–$7,500	Region and parts source affect cost. Dealers trend higher.
Valve body, pressure faults	Valve body, seals, fluid, TCM reflash	Low $1,000s to $3,000+	Can escalate to full CVT if pressure won’t hold.
External CVT cooler kit	Cooler, lines, brackets	$966–$1,344	Often required after overheating.
Fluid service only	NS-series fluid, optional filter	$161–$195	Routine maintenance won’t fix internal wear.

The repair decision that saves or sinks your Rogue

Inside Stringer limits? Use the settlement. Already paid? File receipts for full or partial reimbursement. Outside coverage, look at the quote versus the car’s private-party value. If the CVT job eats more than a third of what the car’s worth, it may be time to walk.

If you keep it, make sure the cooler’s healthy and the TCM reflash is listed on your invoice. Skip either, and you’ll be back in the shop sooner than you think.

7. Make your Rogue’s CVT last; it won’t be perfect, but it can survive

Stick to fluid rules that actually matter

Don’t wait for a death rattle. If you drive in traffic, up hills, or in summer heat, you’re in the severe duty zone, and the fluid needs changing sooner. Use the right NS-series fluid for your VIN, and after any overheat, double-check the level and color.

Treat heat like the enemy it is

High temps break down clamp force, then the shudder spiral starts. Keep the grille clean. Replace weak fans. Clear the condenser so airflow isn’t choked off. If your year has a factory-approved cooler kit, install it and follow the specs, hose routing, clamp torque, everything. Cool fluid buys time.

Drive in ways the belt won’t hate

Easy launches matter. Ease into the throttle from a stop so the belt grips cleanly. On long grades, hold a steady cruise, don’t keep dipping in and out of throttle. That stops ratio hunting and heat spikes. If you’re hauling cargo or roof gear, give it more space and go slower.

After overheating, check fast or pay later

Scan for CVT temp data and stored codes, especially P17F0 or P17F1. Check fluid level and smell. Burnt scent or glitter? That’s heat damage. Where cooler kits are installed, check for kinks or collapsed hoses. If symptoms linger, pull the pan. Catching it early is the only way to avoid round two.

Fix the habits that quietly wear down the transmission

Tires matter. Keep them at placard PSI, low pressure drags the drivetrain and heats the CVT. Skip oversized rubber; it puts extra strain on the belt. Take off unused roof racks and cargo boxes. Drag turns into heat, and heat cuts lifespan. Small tweaks here can save you thousands later.

Stop chasing mods and myths

Throttle controllers may feel snappy, but they spike belt load right off the line. Generic coolers without the right routing can cause cavitation or leaks. Only use the Nissan-mapped cooler kit. And those “universal CVT additives”? Marketing junk. They won’t fix sheave wear or a damaged valve bore.

A service interval you can actually stick to

If you’re driving under severe duty, change the fluid every 30,000 to 40,000 miles, sooner if you tow, idle in traffic, or live in heat. Log your temps after long climbs. Keep screenshots of limp events. Build a folder with receipts, photos, reflash notes; if coverage ever opens up, that file speeds everything.

8. Why there’s still no Rogue CVT recall

Safety triggers are narrow, and this doesn’t fit

Recalls require proof of an unreasonable safety risk or failure to meet federal standards. NHTSA and the automaker decide that.

Most Rogue CVT problems don’t create crash-imminent failures; they build up slowly, show drivability symptoms, then limp mode kicks in. That weakens the case for a safety-based recall. Don’t assume it qualifies just because it failed.

Nissan’s strategy: settle, extend, deflect

Instead of a recall, Nissan leaned on settlements, warranty extensions, and internal bulletins. The Stringer agreement stretched CVT coverage to 84 months or 84,000 miles for 2014–2018 models, with strict claim rules and no safety admission. That route controls cost, limits coverage by VIN, and avoids stamping the brand with a recall label.

The engine recall that muddies the water

In June 2025, Nissan launched Recall 25V-437 for 443,899 vehicles with VC-Turbo engines, including many 2021–2024 Rogues. It was a true safety recall: engine bearings could fail, causing power loss.

That triggered formal inspections and a potential 10-year/120 000-mile warranty. But it’s not a transmission recall, even if it shows up next to your VIN.

What might force a recall down the line

NHTSA’s Office of Defects Investigation (ODI) moves when the pattern fits: sudden power loss, failed fixes, rising crash links. If CVT complaints cross that line, the agency can escalate.

Until then, your best leverage is the existing settlement terms and the TSB workflow Nissan has to follow. Document everything now, just in case the ground shifts later.

Where Rogue owners actually stand, and what to do next

Here’s the hard truth: the Rogue’s CVT was never recalled, and it likely never will be unless regulators prove it causes crashes. Instead, Nissan broke up the fix by model year and lawsuit.

2014–2018 owners can use the Stringer settlement, coverage up to 84 months or 84,000 miles if your paperwork’s clean. 2019–2022 Rogue and 2017–2022 Rogue Sport drivers are in legal limbo under a pending class action.

No guaranteed fix yet, so log every limp mode, every dealer visit. 2008–2010 models fall outside the expired extension. If you’re here, it’s goodwill or nothing. 2021–2024 owners? You may qualify for an engine recall, not a CVT one.

So what now? If you’re covered, don’t wait; claim it, and push the dealer to follow Nissan’s factory procedure. If you’re not, think hard before sinking $6,000+ into a rebuild. Does the car justify it?

No matter the year, heat is the silent threat. Keep the fluid clean. Watch cooler health. Save every invoice, every scan, every symptom. That paper trail is your leverage, and maybe the only thing that keeps the Rogue on the road without draining your wallet.

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Rami Hasan is the founder of CherishYourCar.com, where he combines his web publishing experience with a passion for the automotive world. He’s committed to creating clear, practical guides that help drivers take better care of their vehicles and get more out of every mile.